Control valve for air-brake apparatus



W. ASTLE CONTROL VALVE FOR AR BRAKE APPARATUS Sept. -28 1926.

Filed march 11, 1925 e Sheets-sheet 1 Sept. 28 1926. v 1,601,589

v w. ASTLE CONTROL VALVE FOR AIR BRAKE APPARATUS Filed March ll, 1926 6 Sheets-Sheet 2 INVENTOR William AJ/Ie ATTORNEYS Sept. 28 1926. v1,601,589

w. AsTLE CONTROL VALVE FOR AIR BRAKE APPARATUS Filed March ll', 1 926 6`Sheets-Sheet. 5

/82 Refeczse 'af/er' Sen/ice 4a J0 4;

l INVENTOR ffy-@Q mum/Aarle ATTORNEYS Sept. 28 1926. 1,601,589

w. AsTLE CONTROL VALVE FOR` AIR BRAKEA APPARATUS Filed AManch ll. 1926 6 Sheets-Sheet 4 da 5o ,4 INVENTOR C, Z2' 4a WIV/fam Asile j l BY sept. 2 8, 192e.l I 1,601,589

W. ASTLE CONTROL VALVE FOR AIR BRAKE APPARATUS Fi1ed'March111, 1925 e sheets-sheet 5 Ff? J0 A99 ,32 /62 205` /Jy 4/ i 35 60M? 89 /av @4 M2 /40 /32 ,1342/37 '63 219"Z 7.2 az /37 /02 I 94m L f ATTORNEYS .Servi/[ce Lap.

Sept. 28 1926. 1,601,589

W. ASTLE CONTROL VALVE FOR AIR BRAKE APPARATUS 'Filed March 11, 192s e sheets-sheet e Si s ww u o K Q :Q n JN FL 7. /99 f2 /32 205 /59 4/ lNvENToR William Asi/e ATTORNEYS Patented Sept., 289 1926.

' srTEs PAT-Enr orales.

WILLIAM AlfiTflIlf37 0F BROOKLYN, NEW YORIL ASSIGNORTO AUTOMATIC STRAIGHT AIR. BRAKE. OOMPANY, OF WILMINGTON, DELAWARE, A CORPORATION OF DELAWARE.

coNraQn VALVE non A'IR-BRAKE Ar'rlutarus.v

Application led March 11, 1926. `Serial Nm-93,982.

iary reservoir also being connected tothe i brake cylinder in emergency applications of the brakes. The control valve embodies a pilot valve; a service feed valve; an equalizing valve; a combined quick release and emergency valve; an emergency brake pipe vent valve; and a manually operable releasegoverning valve. v

ln the control valve casing is arranged a main slidevalve and a supplemental slide valve The supplemental slide valve controls the charging of the system and when in service position controls the operation of the various mechanisms operating in service applications. The main valve-remains stationary during service applications and in charging and only moves in emergency applications. ln emergency application position the main slide valve controls the operation ofI the various mechanisms and devices for causing an emergency application.

The pilot valve operates upon a service reduction of brake pipe pressure to connect the service reservoir and the brake pipe to the brake cylinder." When the desired brake cylinder pressure is built up in the brakey cylinder. thepilot valve is moved to lap position. The supplemental slide valve moves to service position upon a service reduction of brake pipe pressure and this movement results in the operation of the .service feed valve which connects the service reservoir to the pilot valve. The pilot valve is so constructed that it will build up a brake cylinder pressure in a direct ratio to `the brake pipe reduction. Upon an increase in brake pipe pressure, after a service application ot the brakes, the pilot valve will move to release position and will exhaust brake cylinder pressure in a direct ratio tothe increase in brake pipe pressure. By means of the pilot valve the brake cylinder pressure may be graduated on and off in steps in response to reductions of and increases in brake pipe pressure.

' The service feed valvecontrols -communication between the service reservoir and the pilot valve and is controlled in its operations by the movements of the supplemental slide valve. The equalizing valve operates when there has been an equalization of brake pipe and brake cylinder pressure and prevents the reduction of vbrake cylinder pressure below the point of equalization When the brake pipe pressure has been reduced below that point. The combined quick release and emergency valve operates upon an increase in brake pipe pressure to admit a portion of the emergency reservoir pressure to the brake pipe for la quick release of the brakes,' When the release governing valve is in quick release position. When the main slide valve is in emergency position the combined quick release and emergency valve is o cned to permit emergency reservoir air to chamber and from said chamber to the brake cylinder for an emergency application of the brakes.

The main objects of this invention are: lst: To provide a control valve for air `brake apparatus which, in service application posit-ion, will connect a service reservoir and the brake pipe to the brake cylinder for a service application of the brakes;

2nd: To provide a control valve for air brake apparatus which, in emergency position, will connect an emergency reservoir and an auxiliary reservoir to the brake cylinder, the service reservoir being sealed;

3rd: To provide a control valve for air brake vapparatus wherein the main slide valve in emergency position will permit auxiliary reservoir air to open the brake pipe vent valve. The main slide valve in emergency position also brings about the opening of the combinedquick release and emergency valve to permit emergency reservoir air to flow to the main slide valve chamberand from said chamber to the brake cylinder;

4th: To provide a control valve for air brake apparatus having an equalizing valve which will operate upon an equalization of ow to the main slide valve -v brake pipe and brake cylinder pressures to cut oli" the brake pipe from the actuating chamber of the pilot valve and to connect the brake cylinder to said chamber, thereby preventing the drawing down of the brake cylinder pressure with the, brake pipe pres-A sure whenjthe latter pressure is reduced below equalization;

5th: To provide a control valve for air brake apparatus with a -pilot valve subject to brake pipe, brake cylinder and emergency reservoir pressures and by means of which brake cylinder pressure may be lgraduated on and 0H in steps in response to variations of brake pipe pressure and which will operate to build up brake cylinder pressure during cycling operations;

6th: To provide a control valve for air brake apparatus with a service feed valve operating upon a service reduction of brake pipe pressure to connect the service reservoir to the ilot valve for service application of the rakes, said service feed valve sealing the service reservoir in emergency applications of the brakes;

"7th: To provide a control valve for air brake apparatus with a combined quick release valve and emergency valve, said valve operating upon an increase of brake pipe pressure to release a portion of emergency reservoir air into the brake ipe,'and operating upon an emergency re uction of brake pipe pressure to release the emergency reservoir air to the brake cylinder for an emer-- gency application of the brakes;

8th: 'Io provide a control valve for air brake apparatus with means for retarding the recharging of the reservoirs and restricting the release of brake cylinder pressure when there is an excessive brake pipe pressure.

There are other important objects and advantages of the invention, all of which will appear hereinafter.

In the drawings Fig. 1 is a diagrammatic sectional view showing the parts of the control valve in full release and charging osition;

Fig. l a detail sectiona view of the pilot valve in lap osition;

Fig. 2 a diagrammatic view similar to Fig. l showing the parts in service application position Fig. 2a a detail sectional view of the pilot valve in service position;

Fig. 3 a view similar to Fig. 2, the parts -being shown in release position after a service application;

Fig. 3a a detail sectional view of the pilot valve in release position;

Fig. 4 a view similar to Fig. 3 showing the arts in emergency position;

Fig. 4 a detail sectional view of the emergency brake pipevent valve;

Fig. 5 a detail diagrammatic sectional view of the main and supplemental Slide valves in retarded release and restricted recharging position;

Fig. 6 a detail diagrammatic view showing the release governing valve in graduated re ease position and the pilot valve in release position;

Fig. 7 a view similar to Fig. 5 showing the supplemental slide valve in service lap position;

Fig. 8 a detail sectional view of the equaliziiig valve in the position which it assumes when brake pipe pressure is below brake cylinder pressure; and

Fig. 9 a diagrammatic view of the control valve7 its associated reservoirs and the brake pipe and brake cylinder.

In order to simplify the descriptiion'of the control valve and its operations, the various parts and the orts and passages will not be specifically described vexcept in connection with the description of the various operations of the valve.

In the diagrammatic view Fig. 9, A desigrates the control valve; B the brake cylinder; C the brake pipe; D the service reservoir: E the emergency reservoir; and F the auxiliary reservoir.

In the control valve is formed a main valve chamber 1. In this chamber is arranged a main actua-ting service piston 2.`

The piston 2 separates the main valve chamber 1 from an auxiliary reservoir chamber 6 to which theauxiliary reservoir F is directly connected. The brake pipe is directly connect-ed to the mainvalve chamber so that brake pipe pressure is on the inner side of the piston 2 and the auxiliary reservoir Vpressure is 0n the outer side of said piston.

The piston 2 is formed with zin-outwardly extending tubular extension 3 in which is arranged a spring 5. Arranged in the tubular extension and directl engagingthe spring 5 is a normal chargingsto 4.- The outer end of this spring-presse stop is adapted to engage a rigid stop 7 to hold the piston 2 and the connected valves in normal charging position. The spring 5 of stop 4 will yield under an excessive brake pipe pressure in chamber 1, and permit the piston and the connected valves to move outwardly to restricted-charging position. The stop Il is arranged to normally hold the piston 2 slightly inwardly from a stop wall 7u so that an excessive brake ipe pressure will force the piston 2 outwardiy against the Vtension of the spring 5 until said piston abuts against the rigid stop wall 7a of the valve casing.` This slight excess movement of the piston uder an excessive pressure in chamber l is for the purpose of cutting off the charging ort leading to the emergency reservoir an opening a small poi-t which leads to the auxiliary reservoir. The charging port leading to the service reservoir remains iio mentes open in both the normal charging position and in the restricted-charging position of the mai-n and supplemental valves connected to the piston 2. This operation will be more fully hereinafter described.

The piston .2 is formed with an inwardly extending valve-engaging portion 8, said inwardly extending portion also serving as a guide for the piston and for the valve connected thereto. 'Onthe main valve seat 9 is arranged a main slide valve 10, and on top of said valve 10 is arranged a supplemental slide valve 11, this latter valve being connected to the piston 2 by the inwardly extending part 8. The valve 11 inoves with the piston 2 and slides on top of the main valve 10. The inward movement of the piston 2 to service application position is positively limited by the said piston contacting with the abutment 9, said abutment being the end of the valve seat.

In the opposite end of the main valve chamber 1 from the piston 2 is arranged a small emergency piston12, said piston also serving as a service stop to arrest the supplemental slide valve in service position. The piston 12 is formed with an inwardly extending, central, tubular part 13 having an inner stop'wall 14 which is adapted to serve as a service stop or abutment 'for the supplemental valve 11. The inner guide portion 8l of the extension 8 is adapted to engage the stop wall 14. Secured to the outer face of the piston 12 is an outwardly extending tubular extension-15 which is formed with an inwardly extending iiange 15a on its outer end. Within the tubular 'part 13 andthe tubular extension 15 is arranged a service stop spring 16, said spring holding a washer 17 against the iange 15a. Formed on the valve casing in axial alinement with the spring 16 is an abutment 18 which extendsv into the tubular part 15 and contacts with the washer 17. The spring 16 serves as a means to hold the emergency piston 12 in its inner position, a stop 19 being arranged to hold the emergency .piston in its correct normal position and' also serving to hold the main slide valve` in its ormal service'and release' position. The eiergency piston 12 serves to separate thesupplemental brake pipe chamber 1a from the main slide valve chamber 1 and'said piston carries on its -outer face a gasket which, in the emergency out moving the main slide valve. The slot main slide valve remains in its normal position during all operations of the supplemental valve and only-moves to emergency position as will be hereinafter described. The main valve chamber is connected to the brake pipe chamber 22v by a charging port 23 and a passage 23 in which* is arranged a'restriction plug 24. The purpose of this plug is to limit the reduction of-bralre pipe pressure in chamber 1to a service rate.. The chamber 22 is also connected to the charging port 23 of the main valve chamber by a passage 23a. In this passage is arranged a back pressure check valve 24a, said valve permitting air to iiow freely to the main Valve chamber, but preventing the flow of air from said chamber through the passage 23a to the brake pipe chamber 22. The purpose of the passage 23a is to permitquick charging of the main valve chamber, the restrictidn plug 2i preventing the reduction of pressure in the main slide valve chamber at a greater rate than a service rate reduction. The brake' pipe chamber 22 is connected by a passage 25 to the suplemental brake pipe chamber' 1a. Passageg25 is not restricted, so that the pressure in chamber 1 may be reduced at an emergencyI rate whenever there is an emergency reduction of brake pipe pressure in chamber 22. The brake pipe C is directly connected to the brake pipe chamber 22. y

The control valve is provided with a manually operable release-governing valvewhich consists of a slide valve 26 connected by a stem 27 to an operating rod 28. The stem 27 extends through an operating slot 27a: The end of the rod 28 abuts against the valve casing. to limit the outer movement of the release governing valve, and theinner end of said rod abuts against a stop pin to limit the inward movement yof the said valve. To place the valve 26 in quick-release position the operating rod is pulled out, as shown in Fig. 1, and toplace it in graduated-release `positionthe said rod is shoved inwardly to the limit of the slot, as shown in Fig. 6. The valve 26 is arranged ina valve chamber 29. The release-governing valve chamber 29'is connected directly to the main valve chamber 1 by passage 29 so that-brake pipe pressure will always be registered in said chamber 29.

Release and charging.

In charging the system brake pipe air flows through the brake'pipe connection C into the brake pipe chamber 22 and through passage 25 into the supplemental brake pipe chamber la. From chamber 22 brake pipe air also flows through passages 23a and 23 into the main valve chamber 1. The pist'on 2 wi11 be moved toward the lefthand,

- valve, port 34 in the main slide valve, port and passage to chamber 36. From chamber 36 the air will flow past check valve 37 into passage 38 and'thence direct into the service reservoir D. The check valve 37 will prevent service reservoir air passing back from the service reservoir to the chamber 36.- From the main valve chamber 1 brake pipe `air will also pass through port 39 in the supplemental slide valve 11, port 40I of the main slide valve, into port and passage 41. Passage 4l leads into chamber 42. Connected to chamber 42 is a small chamber 43.

A back-pressure check valve 44 is arranged between said chambers and permits air to flow from chamber'42 into chamber 43 and prevents air passing back from chamber 43 to chamber 42.. Chamber 43 is connected by apassage 45 to a chamber 46, and chamber 46 is directly connectedby a passage 47 to the`emergency reservoir E. It is clear, therefore, that air iowing into chamber 42 will flow directly into the emergency reservoir and that the check valve 44 will prevent -air flowing back from the emergency reservoir to chamber 42. `Connected to chamber chamber 6- sov that said reservoir and saidV chamber 6 Will be charged with air from chamber 42 past check valve 49 and then through passage 50.

With an excessive chamber 1 the piston 2 will be forced to. the left, compressing' the normal charging spring 5 until the piston 2 engages the rigid stop wall 7a. This Will cause a movement of the supplemental slide valve toward the left and move the charging port 39 out of register with the port 40, thereby preventing the flow of air to the chamber 42-and the emergency reservoir. The port 33 is provided with an extension 33a so that it will remain in communication with port 34 when the port 39 is out of register with the port 40, as just described. This will permit brake pipe air to flow to the service reservoir during the period of excess pressure in the main valve chamber1.- They excess movebrake pipe pressureinment of-the supplemental slide valve toward the left, just described, lwill bring port 51 in the supplemental slide valve into register with port 52 of the main slide valve, and said port 52 leads'into a port 53 in t-he main slide valvel seat. Port 53 leads into a large cavity 54 which is indirect communi-` cation with chamber 6 and the auxiliary res,- ervoir so that in the restricted-chargingI po# sition of the supplemental slide valve the auxiliary reservoir and the service reservoir will be charged but the emergency reservoir will be cut ofi' from the main valve chamber and will not be charged during the' period of excessive pressure in the main valve chamber. Chamber 46 is connected to a small chamber 55, a back-pressure check valve y56- being arranged between the two chambers to prevent air flowing from chamber 55 back to chamber 46. Chamber l55 is connected by passage 57 to a Chamber 58 on top of a combined Iquick-release and emergency valve 59. Passage 47 -is connected `by a passage 60 to the emergency reservoir chamber 61 of the pilot valve structure G so that emergency reservoir air will always be in chamber 61. The main slide valve chamber 1 is connected by a passage 30 to the brake pipe chamber 31 of the equalizing valve H. Chamber 31 is normally connected by a passage 32 to the actuating chamber 63 ofthe pilotvalve structure so that brake pipe air will flow to said chambers 3.1 and 63 in the charging op-- eration and will'always be registered thereyin, except when the-chamber '63 is cut otl 'from chamber 31 ashe'reinafter described.

42 is a small chamber 48, aback-pressure -check valvel49 being arranged between said The ,main slide valve v10 is formed with a portv62 which,.in the normal vposition of saidlvalve, reglsters with a port 64 in thev main slide valveseat. Port 64 is connected lpy Cpassage 65. to chamber of the service valve I. Brake pipe air will thereforel flow, during the charginfrwoperation, fromV chamber 1 to chamber `80and will be maintainedgin said chamber 80. In chamber 8O isarranged a service feed valve vpiston 8l, said piston operating the service feedY valve and-holding said valveclosed in the charging vand release position of the main slide valve.;4 Above the piston. 81. is formed a chamber 82 which is connected by passage 83to a port 84 in the main slide valve seat. In the mainslidevalve is formed a port Y 85 which in the'normal position of the main slide valve registers with port 84. `In the supplemental slide"valve is formed a cavity 86 which in the normal release and charging position of-said supplemental slide valve places the port `85 in communication with a port 87 -in the main slide valve. Port 87 is in register with a port 88 in themain slide valve seat and this latter port is con-l nectedby'a passage 89'to a port 90 in theseat of the release governing valve. ln the. quick release yposition of the release governf -slide valve to service position.

.port leads into chamber 54.

ing valve a port and passage 91 in said valve connects port 90 to atmosphere through the operating slot 27a. In the release and chargin position of lthe main and supplemental sli e valves, chamber 82 ofv thev service` feed valve will be connected to atmosphere so lthat brake pipe pressure in ciamier 80. will hold the service feed valve c ose Service application.

A service application of the brakes is brought about by a service reduction in brake pipe pressure in the usual manner. A service reduction of brake pipe pressure in chamber 22 will result in a corresponding reduction of pressure in the supplemental brakepipe chamber 1"- and in the main valve chamber 1. The restriction plug 24 is for the purpose of reventing -a reduction of pressure in cham er 1 at a greater rate than the usual service reduction. As hereinbefore .pointed out, this is to prevent an immediate emergenc reduction of pressure in the main valve c amber when thereis an emergency reduction of brake pipe pressure. A service reduction of brake pipe pressure in chamber 1 will result in a movement of the piston 2 inwardly, or towardthe right as viewed in the drawings, because of the auxiliary reservoirpressure on the outer or left-hand face of the piston 2. The piston 2 and the supplemental slide valve 11 connected thereto will move inwardly7 until the guide 8 engages the abutment 14 of the piston 12. The abutment 14, the piston 12A and the piston 2 will continue to move against the tension of the spring 16 until the lost motion between the abutment 14y andthe pin 21 is taken up. The supplemental slide valve will then be in service application position, asshown in Fig, 2. Then the supplemental slide valve is in service position the piston 2 will be in engagement with the Vrigid stop or abutment 9a at the left-hand end of the valve seat 9, said abutment serving as a positivefixed stop to limit the movement of the supplemental supplemental slide valve is in service osition a. port 66 of the supplemental sli e valve registers with `port 67 of the main slide valve. Port 67 is connected to a port 68 in the main slide valve seat, and said latter 'In the port 67 of the main slide valve is arranged a check valve 69 which seats toward the port 68 and prevents air passing from the main slide valve chamber to port 68 and the auxiliary reservoir. 1When the port 66 is in register with port 67 auxlliary reservoir air may flow from port 68 into the main slide valve chamber. An open port and passage72 leads from chamber 1 to Lthe seat of the pilot valve. The pilot valve of the diaphragms.

When the f series of air chambers. The diaphragm b Y.

is larger in area than the actuating diaphragm for a purpose which will hereinaiter appear. Between the diaphragm a i, and the upper wall of the valve casing is formed the actuating chamber 63. The brake cylinder pressure equalizing chamber 73 is between the actuating diaphragm a and the equalizing diaphragm b. Between the diaphragms b and c is formed a retention chamber 74. The function of this chamber will be ,fully hereinafter described. Between the emergency diaphragm c and the lower wall of the valve casing is formed `the emergency reservoir chamber 61. The central supports of the diaphragms are in close engagement with each other so that the diaphragme move up and down together, or substantially so, in accordance with the variations in the controlling pressures in the chambers of the diaphragm structure. v

The emergency diaphragm c carries a downwardly extending release stop c and the actuating diaphragm a carries an upwardly extending application stop a', said latter stop being arranged on the upper end of a central stem carried by the actuating diaphragm. These stops limit the movement In the actuating chamber 63 is arranged a lever 75. One end of this lever-is pivoted on a rigid post secured to the wall of the actuating chamber, and

the other end thereof is connected to a valve rod 76.. Intermediate its ends the lever 75 is pivotally connected to the upwardly ex.-

be swung up and down by the up-and-down movements of the actuating diaphragm. On the lower end of thevalve vrod 76 is mounted a pilot valve 77 and said valve is held in its normal lap position by a spring 78.

In the supplemental slide valve 11 is formed a port 79 having an extension foot o erating on the ma'in` slide valve seat. In

l tending stop stem a so that the lever will llG t e service position of the supplemental slide valve, port 79 registers with port 85 so that brake pipe pressure may flow from the main valve chamber through port, 84

` and passage '83 into the chamber 82 of the service feed valve. Pressure will there-` fore e ynalize on opposite sides of the piston 81 an the sp'ring 92 will force the feed valve piston downwardly. Connected to the feed valve piston is a stem 93 which on its outer end carries the service feed valve 94A sage 96 which leads direct to the service re's.

ervoirconnection 38 so that service reservoir 'ber 95. .Tn the passage 96 is arranged a check valve 97 which seats toward the service reservoir and prevents air passing from the chamber 95 back to the service reservoir but permits a free flow of air from the reservoir to the chamber 95. When the service feed valve 94 is in its service position it uncovers a port and passage- 98 which leads to port 99 in the seat of the pilot valve.

The reduction of brake' pipe pressure in chamber 1 results in a' corresponding reduction of pressure in the actuating chamber 63 of the pilot valve structure, air from said chamber flowing back through passage 32 to the chamber 31 of the equalizing valve and then through passage 30 to the main slide valve chamber 1. The reduction of pressure in the actuating chamber 63 results in an upward movement of the pilot valve to service position, due to the emergency reservoir pressure in chamber 61 of the pilot valve structure. When the pilot valve is in service| position port 100 of said valve connects port 99 to port 101 in the pilot valve seat. This latter port is connected by passage 102 to the brake cylinder passage 103 which leads direct to the brake cyllnder. In the service position of the pilot valve, service reservoir air will pass from. the service feed valve chamber 95 to the brake cylinder. When the pilot valve is `in service position port 104 in the pilot v alve seat is uncovered thereby permitting air from the actuating chamber, and from the pilot valve chamber, to flow into said port. The actuating chamber 63 is in direct .andA open communication with the pilot valve chamber and port 104 opens'directl into this latter chamber. Itis clear, there ore, that air may flow directly from th'e actuating chamber and the pilot valve chamber 4into port 104 when said port isuncovered. Port 104 is connected by .passage 105 to passage 102 s0 that pressure from the actuating chamber may How direct to brake cylinder. Port 104 is ofthe proper capacity to permit just the right quantity of brake pipe air to low, to the brake cylinder for a service application of the brakes. In the passage 105 is arranged a check valve 106 which seat-s' toward port 104 to prevent air passing back through passage 105 to the port 104.

Passage 102 is connected by passage 107 to the brake cylinder pressure equalizing chamber 73 so that brake cylinder pressure Awill be registered in said chamber. The equalizing diaphragm b is larger than.the actuating diaphragm a, and these diaphragms are so proportioned With respect to each other that the pressure in chamber 73 must be two and one-half times more than the pressure reduction in chamber 63 in order that the downward force exerted on diaphragmI b will be sufficient to move 37 and into the service reservoir.

the pilot valve to lap position. i This will result in a brake cylinder pressure of twenty-ive pounds upon a ten pound brake pipe reduction in chamber 63.

Passage 35 leading to chamber 36 is connected by passage 108 to port 109 in the pilot valve seat. lVhen the pilot valve is in service position a cavity 110 therein connects 109 to port and passage 72 so that auxiliary reservoir air mav liow from the main slide valve chamber 1 into passage 108. Passage 108 is connected by passage 35 to chamber 36, and said chamber is connected to the service-reservoir by passage 38. Check valve 37 is in passage 38. In the passage 108 is arranged a check valve 111 which seats toward the pilot valve and pre/vents air flowing back through passage 108 to the pilot valve. Whenthe supplemental slide valve 11 moves back to lap po sition port 66 is moved out of register with port 67 The purpose of connecting the passage 72 of the pilot valve to passage 35 is so that if the service reservoir pressure is drawn down below the brake pipe pressure When Vthe pilot valve is operating to compensate for brake cylinder leakage the service reservoir pressureV will be built up from chamber 1. When the brake cylinder pressure leaks down the pilot valve will go to service position. Invservice position the service reservoir and the brake pipe will be connected to the brake cylinder. At the same time through passages 72, 108 and 35 the pilot valve will connect chamber 1 with chamber 3.6. If the pressure in chamber 1, which is brake pipe pressure, is superiorto the pressure in the service reservoir, air will flow from chamber 36 past the check valve lVhenthe pilot valve connects passage 72 to passage 108, with the 'service reservoir below brake pipe pressure, there will be a drop of pressure in the main valve chamber` and the supplemental slide valve will be moved to service position. This will connect the aux-4 iliary reservoir to chamber 1, as hereinbefore described, so that pressure may How from said reservoir into chamber 1. It is clear, therefore, that in' compensating for brake'cylinder leaks the pilot valve'may draw upon the service reservoir, the auxiliary reservoir and the brakepipe.

The brake cylinder passage 103 leads into chamber 112 above the brake cylinder release valve 113. This valve is held to its seat by the pressure infchamber 112 and by a spring 114. Thepass'age 103 is connected by Ia passage 115 to a brake cylinder pres-.

sure chamber 116 of the equalizing valve A piston 117 separates the brake cylinder pressure chamber 116 from the brake pipe chamber 31. In the chamber 31 is arranged a light spring 118 which engages a stem of the piston 117 and 'tends to force the piston toward the brake'cylinder pressure chamber ton carries the equalizing valve 119 and said valve normally closes a port and passage 120 leading into the brake cylinder chamber 116. This equalizing valve is inoperative at all times except after there has been an equalization of brake cylinder and brake pipe pressures, aswill be more fully hereinafter described. It is manifest that the superior pressure in chamber 31 will hold the equalizing valve 119 in position to close the port 120 and said valve will be moved to v open said port only when the pressure in the brake cylinder chamber 116 is slightly' superior to the brake pipo pressure in chamber 31. i

The brake cylinder release valve 113 is arranged to be lifted from its seat by the stem 121 of a release piston 122. The release piston is mounted to reciprocate in a chamber 123. Between the release valve and the piston chamber 123`is an exhaust chamber 124 which is` in direct communication with an atmosphericy port 125. The valve 113 controls communication between the chamber 112 and the exhaust chamber 124.. When the supplemental slide valve is inv service position chamber 123 is connected to atmosphere by passage 126port 127 in the main slide valve seat, port 128 of the main slide valve, cavity 129 of the supplemental slide valve, and port 130 of the main slide valve, this latter port being in communication with an exhaust port 131 which leads direct to atmospheric port 132. This will insure the seating of valve 113.

lVhen the supplemental slide valve is in service` position the charging port 33--33a is in register with a branch port 34a in the main slide valve so that brake pipe air may v pass from the main slide valve chamber vto passage 35, and thence to the service reservoir it at any time upon a service application the service reservoir pressure is below thc brake pipe pressure in chamber 1. The check valve 37 prevents air passing from the service reservoir to the main valve chamber through passage 35.

The pilot valve acts as a brake cylinder pressure maintaining valve. Should the brake cylinder pressure leak down when the pilot valve is in service lap position the emergency reservoir pressure in chamber 61 will move the diaphragms upwardly and thereby place the pilot valve in service position and brake cylinder pressure will again be built up tothe required degree, whereupon the pilot valve will again be moved to service lapfposition. In the service lap position of the supplemental slide valve brakepipe pressure'will be maintained in chamber 82 of the service feed valve through port 79, said port being provided with a foot or extension for that purpose. This will hold the service feed valve inA service position with the supplemental slide valve in service position.

If it be desired to increase the brake cylinder pressure a. further reduction in brake pipe pressure must be made, whereupon the operation just described will be repeated so that the brake cylinderpressure may be increased in steps, if desired, up to th'e point of equalization of brake pipe pressure with auxiliary reservoir pressure.

In the service position of the supplemental slide valve 11 the auxiliary reservoir will be connected tothe main slide valve chamber as hereinbefore described, so that auxiliary reservoir pressure will be reduced with the brake pipe pressure whenever the brake pipe is reduced with the supplemental slide valve in service position.

lVhen the pressures on opposite sides of the main actuating piston 2 have equalized the spring 16 will move the supplemental slide valve back to service lapposition as shown in Fig. 7.

When the supplemental slide valve 11 is in service position the quick release chamber 164 will be vented to atmosphere, as hereinafter described.

Egualz'zz'ng valve.

normal position of the equalizing valve is shown in Fig. 1. Its operated position is shown in Fig. 8.

lVhen the brake pipe pressure in the main valve chamber 1 has been reduced slightly below brake cylinder pressure in chamber 116 the latter pressure will force the equal-.

izing piston inwardly thereby uncovering port 120 and closing communication between chamber 31 and port and passage 32. 1When port l2() is open brake cylinder pressure may iow through port and passage 32 to the actuating chamber 63 of the pilot valve and said chamber 63 is cut off from the brake pipe. IVhen the communication between the brake pipe and the actuating chamber 63 of the service application pilot valve has been cut off or interruptedthe pilot valve is then non-responsive to variations in brake pipe pressure. The service position of the pilot valve connects the actuating chamber 63 to the brake cylinder. It is clear, there- Afore, that after the operation oflthe equalizing valve the pilot valve is ineective to connect the brake pipe to the brake cylinder. The service reservoir, however, may be connected to the brake cylinder by the pilot valve so that the pilot valve in service position will feed air from the service reservoir to the brake cylinder, and thereby maintain brake cylinder pressure notwithstanding the fact that the brake pipepressure is reduced below the brake cylinder pressure Release after sercice.

Quick release-To effect a release of the brakes after a service application, the brake pipe pressure must be increased in the usual manner through the manipulation of the engineers brake valve. The increased brake pipe pressure will flow into chambers 1 and v1u from chamber 22. rllie increase in pressure in chamber 1 will force the piston'2 and the supplemental slide valve to normal release and charging position, as shown in Fig. 3. In the release position et the supplemental slide valve the port 128 of the main slide valve is connected to port- 133 of the supplemental slide valve. Port 133 is connected by passage 134 to port 135 of the supplemental slide valve and this latter port registers with port 136 of the main slide valve. Port 136 is in communication with port and passage 137 which leads to a port 138 in the seat of the release-governing valve 26. ln the release-governing valve is formed a port 139 which, in the quick-release position of said valve as shown in lig. 3, places port 138 in communication with chamber 29. ,Therefore air will flow from chamber 29 through port 139 and the connected ports and passagesto the chamber 123 and force the piston 122 upwardly and open the release valve 113. The brake cylinder pressure will exhaust through passage 103, the exhaust chamber '124 and the atmospheric port 125.

lin the release position of the supplemental slide valve cavity 86 connects port 87 'to port 85 so that air from chamber 82 ol the service feed valve will be connected to atmosphere through passage 83, ports 84 and 85, cavity 86, ports 87 and 88, passage 89, port 90 or the release-governing valve seat and pas-l sage 91 of the. release-governing valve, this latter passage leading to the operating slot 27a. 'llhis will permit the bralre pipe pressure in chamber 80 'to force the piston 81 upwardly and carry the service :leed valve 94 into position to close the service feed passage 98.

The, retention chamber .74 of the pilot the release-governing valve. In the releasegoverning valve is a port 146 whichin thel gency position of the main slide valve when the release-governing valve is in quick-release position. VVhen-the uick-release valve is in graduated-release position exhaust port 91 is closed.

The increased brake pipe pressure in chamber 1 will flow through passage 30, chamber 31 oit3 the equalizing valve and passage 32 to the actuating chamber 63, as hereinbefore described. 'lhe increased 'pressure in chamber 63 will move the diaphragm downwardly, with the result that the pilot valve 77 will be moved downwardly to release position. In the release position of this valve brake cylinder pressure will be exhausted through passage 102, port 101 in the pilot valve seat, cavity 147 of the pilotvalve, port 148 of the pilot valve seat, passage 149, port 150 in the main slide valve seat, port and passage 151 and restricted port 151a of the main slide valve, exhaust port 152 and atmospheric port 15.3. rllhis release'o brake cylinder pressure through the pilot valve will be described in detail in connection with the descri tion of the graduated-release operation o the control valve.

The 'combined quick-release and emergency valve 59 is adapted to be engaged by an adjustable screw in the substantially horizontal arm of a bell-crank lever 154. fhe downwardly extending end .of this lever .is operatively connected to the sternl of a llfl quick-release and emergency plunger 155.

This plunger is mounted to reciprocate in a chamber 156. The lever 154 is mounted in a chamber 157 which is connected by a passa, ,;e.*158 to the chamber ,1t in the normal release and service position ot the emergency piston 12. 1n this passage is a restriction plug which regulates the low of air through said passage. Brake pipe pressure will be always present in chamber 157 and will operate against the outer face of the plunger 155. The chamber 156 is connected by a passage 159 to a port 160 in the niain slide valve seat. with a port 161 inthe main slide valve and this latterport is in re 'ster with a cavity 162 in the supplements, lslide valve. Cavity 162 connects with a`port 161*I in the main slide valve Said port is in register with a Vport and-L passage 163 which leads to rlhis port registers the seat of the release-governing valve. A cavity 163a in the release-governing valve connects port 163 with a port and passage 1643 which leads to a quick-release chamber 164. rllhe chamber 156 Will be connected to the quick-release chamber 164 that the pressure on the inner side of the plunger 155 will be quickly reduced, thereby permitting the pressure in chamber 151 on the outer side of the plunger to torce the plunger inwardly against ythe tension of spring 165 (see Fig. 3). rlhe inward movement of the plunger will result in lifting the quick-release valve 59 from its seat. Emergency reservoir air will flow from chamber 58 into chamber 157 and thence through passage 158 to the chamber 1a.v

From this chamber the pressure will lo'w to the brake pipe. This Will result in a rapid rise in brake pipe pressure and a quick serial release action ofthe control valves throughout the train.

The quick-release plunger 155 is formed with a small leak; port 155a through which air Will leak from chamber 157 into chamber 156. llVhen' the pressures on the opposite sides of the plunger have equalized, the spring 165 will move the plunger out- Wardly to its normal position and thereby permit the valve 59 to close. The leak port 155a will govern the time during which the quick-release valve will remain open, and consequently govern the amount of emergency reservoir air that will flow to the brake pipe 'during quick-release operations.

lf, during the release period, there should be an excessive pressure in chamber 1, the piston 2 and the supplemental slide valve will be carried over to retarded release and restricted recharging position, as shown in Fig. ln this position the normal stop 4 has been forced inwardly against the pressure of the spring rlhe extension port 129a of the supplemental slide valve is moved into register with port 128 so that pressure in chamber 123 will be exhausted to atmosphere through port 130 in the main slide valve, port 131 of the main slide valve seat, and atmospheric port 132. This will permit the main brake cylinder pressure' releasing valre 113 to close, thus preventing the escape of brake cylinder pressure through the exhaust chamber 124 and atmospheric port 125. Duringthis period ct execessive brake pipe pressure the exhaust of brake cylinder pressure Will be controllcd entirely through the pilot valve, the pilot valve being in release position at this time. The release of brake cylinder pressure through the pilot valve takes place as li'ereinbefore described. During the period of eicessive brake pipe pressure in chamber 1 'retarded recharging of the reservoirs will takeplace as hereinbefore described.

The quick-release chamber 164 will be vented to atmosphere whenever the supplemental valve 11 is moved to service posin tion (see Fig. 2). With the supplemental valve in service position air from chamber 164 will How through passage 164, cavity 163a in the release-governing valve, port and passage 163, port 161e in the main slide valve, port and passage 162a of the supplemental slide valve, which port and passage is in communicationvvith port 151 of the main slide valve. As hereinbefore described, port 151 is in communication WithI Release after service.

GraduaftedreleasaThe control valve is adjusted for graduated-release operations by mow ing inwardly the release-governing valve 26 to the position shown in Fig. 6.

To effect a graduated release of the brakes the brake pipe pressure must be increased` in the usual manner apredetermined amount, and the increased brake pipe pressure must be less than the full running pressure or full charging pressure. The increase in brake pipe pressure in chamber 1 will move the piston 2 and the supplemental slide valve to release position, as hereinbefore described. rlhe increased pressure in chamber 1 will flow through the charging ports and passages to the reservoirs and also from said chamber 1 through passage 30, chamber 31,

vand passage 32 into the actuating chamber 63. The diaphragms Will be moved down- Wardly and the valve 77 Will be moved to release position, -as hereinbefoe described. In the release position of the valve 77 ort 101 is connectedby port and passage 14 ot` the pilot valve to the exhaust port 148. Brake cylinder pressure will be released through passage 102, port 101, port and passage 147, port 148, passage 149, and thence through the main slide valve port 151 to atmospheric port 153. 'l-he retention chamber 74 is connected by a passage 166 to a port in 'the seat of the pilot valve and is connected by passage 147 to the exhaust port 148, so that any air in the retention chamber may 60W to atmosphere through passagev 149, as just described. Port 148 is connected by a short passage 167 to the retention chamber, and in said passage is a restriction plug. This passage is open at all times to the passage 149 so that `air Jfrom the retention cham'- bcr may flow to atmosphere at all times eX- cept in the emergency position of the main slide valve, regardless of the position of the pilot valve 77. Pressure in the equalizing chamber 73 Will flow to atmosphere through passage 107 into passage 102 and thence to atmosphere as hereinbefore described.

The release-governing valve 26 is formed with a cavity 168 which, in the graduatedrelease position of said valve, connects a port 169 to port 138. Port 169 leads to atmoswill be open to atmosphere -when the supplemental slide valve is in release position. This will prevent-the opening ofthe main brake cylinder release valve 1-13 in the release position of the supplemental slide valve. The port and passage 91 will be closed in the graduated release position of the valve 26. lVhen the release governing valve 26 is in graduated release position port 163 is closed. This traps air in the chamber 156. The pressures will equalize on opposite sides of the plunger `155 through the leak port 155a and the plunger will be held in position to prevent the opening ot' valve 59 when the supplemental slide valve is moved to release position. Cavity 1613 in the release-governing valve will connect port and passage 164EL with port 145 so that the retention chamber 74 will be connected through passage`140 and the connected ports and passages to the quick-release chamber 164. The volume of chamber 164 will be added to the volume of the retention chamber in the graduated-release position of the release-governing valve. A port 171 1n the release-governing valve will be movedi'nto register with the port 90, port 171 connecting the port 90 to the chamber 29. Brake pipe air will therefore flow through' passage 89 and the connected ports and passages to the chamber 82 of the service feed valve. This will maintain the service feed valve in open position while the supplemental slide valve is in release osition. As hereinbetore described the service feed valve is moved to open position when the supplemental slide valve is in service position. YVhen the release-governing valve is in graduated-release position the service feed valve remains open in all positions of the supplemental slide valve` 1n the passage 140 is arranged a check Valve 172 which seats toward the retention chamber. This valve is held off its scat by a light spring so that air may pass through passage 140 and freely around the check valve 172 in quick-release operations of the control valve. When the release-governing valve is moved to graduated-release position the chamber 164 is connected to the retention chamber 74. Itt chamber 164 is charged with high-pressure air when the releasegoverning valve is shiftedlto graduated-release position, check valve 172 will be seated.

' During cycling operations pressure will be gradually built up in chamber 164 and this pressure would tend to seat the valve 172 when the pressure from chamber 74 leaked down to atmosphere through the passages 167 and 149. To provide means whereby this air from chamber 164 may escape to atmosphere a by-pass passage 173 is arranged around the check valve 17 2 so that air may leak around said check valve to the chamber 74. From chamber 74 the air may leak down to atmosphere through the Vrestricted passage 167 and passage 149 as hereinbefore described. T the high-pressure air from chamber 164 were permitted to flow freely into chamber 74 the pilot valve 77 would be moved to application positon.

lVhcn the pressure in chamber 73 has been reduced sufficiently to permit the undisturbed emergency reservoir pressure in chamber 61 to move the diaphragm struct-ure and the valve 77 upwardly to lap position, the flow of air from chamber 73 and the brake cylinder will be stopped. The pressure in the actuating chamber 63 is increased a predetermined amount and the pressure in chamber 73 must be reduced a predetermined ratio to the increase of pressure in chamber 63. As hereinbefore pointed out, this ratiois approximately two-and-one-haltl to one, so that an increase of five pounds in chamber 63 would require a reduction of pressure of approximately twelve and one-halt pounds in chamber 7 3 and in the brake cylinder before the undisturbed emergency reservoir pressure in chamber 61 will move the valve 77 to lap position. The pressure in chamber 116 will be reduced to an equality with the pressure in the brake cylinder.

1f it be desired ,to make la further reduction of brake cylinder pressure a further increase in brake pipe pressure will be made and the release operation will then be repeated. 1f it be desired to increase the brake cylinder pressure the brake pipe pressure will be reduced and the application operation will be repeated in the Same manner as hereinbefore described.

lVhen the pilot valve 77 is'in release position brake cylinder lpressure will flow into the retention chamber 74 and then through passage 140 and the connected ports and passages to the chamber 164. Pressure will continue to build up in the retention chamber 74 so long as valve 77 is in release position, and the pressure in said chamber will exert an upward force on the diaphragm in opposition to the pressure in chamber 73` The amount of pressure which will flow into chamber 74 will depend upon the. length of time the valve 77 is held in release position. Vhen the valve 77 is moved to lap position the pressure in chamber 74 is trapped therein for a limited time. It may flow out through passage 167 and the restriction plug therein and thence through passage 149 and the connected ports and passages to the atmospheric port 153. The pressure in chamber 74 will blow down to atmosphere if the release valve 77 is held in lap position for any considerable period.l This pressure will also blow down to atmosphere if the release valve is held in release position a suicient period to permit the brake cylinder pressure to blow down to atmosphere. The purpose of permitting air to flow into chamber 74 is to provide means for building up brake cylinder pressure higher than the predetermined two-and-one-half to one ratio during cycling operations. As is well known, cycling consists of rapidly alternating applications and releases and is usually resorted to when the train is traveling down grade.v

Ifv the cycling operations are slow with a considerable period between the application and release operations, the pressure in 'chamber 74 will blow down; and if the periods are long the pressure in chamber 7 4: will be reduced to atmospheric l pressure. vWhen, however, the cycling operations are rapid, as when the train is traveling down a heavy grade, the pressure will be built up in chamber 7 4. The pressure remaining in chamber 7 4 when the valve-7 7 is moved to application position will make it necessary to build up a pressure in chamber 73 greater than the two-and-one-halit to one ratio hereinbetore referred to, because the pressure in chamber.

73 must now be great enough to overcome the upward torce exerted onthe diaphragm b by the pressure in chamber 711. This will result in the build-up et a higherbrake cylinder pressure than would be possible if there were no pressure in chamber 741. rEhe more rapid the cycling operations the greater the pressure retained in chamber 7% will be and, therefore, 'the greater the pressure must be in chamber in order to balance the increase in pressure in chamber 7a. This, of course, results in a higher brake cylinder pressure.

The port l-let in the seat oit the releasegoverning valve is connected to an exhaustv port 17a and said exhaust port 1s normallyl losed a plug 175. 1il/nen it is desired to operate the control valve in graduated release and without the pressure build-'up during cycling operations, tl e plug 175 is removed. Iihis 'provides a n e exhaust of' brake cylinder prcssurethrough passage 140 and `the connected. ports and passages to port 1li-t in the seat of the release-governj ing valve, and thence to atmosphere through port 17st. There will, therefore7 be no buildupof pressure in the retention chamber 7/1 and the control 'aire will operate in graduated reletse without the pressure build-up during cycling operations.

.ii'fmerg-'cacgj up plica fio a.

'ing compressed. .The piston l2 carries a gasket on its outer face which seals on the annular rib 20. This prevents any leakage from chamber 1 around the piston 12. The movement of the piston 12 will carry the main slide valve to emergency position, as shown in Fig. 4. The pressure inthe auxiliary reservoir chamber 6 will hold the supplemental slide valve in its inner position, and the pressure in chamber 1 will hold the main slide valve in emergency position. The ports and passages in the supplemental slide valve have no function in the emergency application; therefore the movement of this valve in its inner position in emergency applications is an idle movement. l

The movement of the main slide valve to emergency position closes the charging port 23 and prevents the escape of air from the main valve chamber 1 back to the brake pipe. 0f course, there will be a reduction ot pressure in chamber 1 before the port 23h is closed by the main slide valve. The movement of the emergency piston to emergency position will carry said piston beyond the port leading into the passage 158, so that passage 158 will then be connected to the main valve chamber 1 instead of to the supplemental brake pipe chamber 1a.

The auxiliary reservoir chamber 6 is connected by passage and by passage 176 to a chamber 177 below a valve seat 17 8. Below this valve seat is arranged a valve 179 which is normally pressed upwardly by a spring 180. Above the chamber v177 is formed a chamber 181 which normally is in open. communication with chamber 177 past the valve 179. In. all operations of the control valve except emergency the valve 179 is held from its seat by auxiliary reservoir pressure in chamber 177. Connected to chamber 181 is a passage 182 which leads to a port 183 in the main slide valve scat.- vWhen the main slide valve is in emergency position a cavity7 184C therein connects port 183 with a port 1" and said port leads into a passage 1S@ whi leads inte a chamber 187. 'ill I '1" 18.5, except inthe emergency pos said valves is open to atmosphere 'il r port 151b and the connected ports 151 151a to prevent any pressure building` up in which is'operatively connected the upper end of one arm of a pivoted bell-crank lever 191. The other arm of said lever` engages an emergency brake pipe vent valve 192. This valve is located in chamber 22 and controls a large exhaust port 193. Said valve is held seated in all operations of the control valve, except emergency operations, by a spring 194. lVhen auxiliaryreservoir air is admitted into the chamber 187 the piston 188 will be moved-outwardly and the emergency brake pipe vent valve will be opened, thereby permitting brake pipe pressure to ll'ow to atmosphere through the 'large exhaust port 193.

In the emergency position of the main slide valve port 161i1 will register with port 160. A branch port 1611 will place port 161 in communication with an atmospheric port 195 so that passage 159 and chamber' 156 will be connected to atmosphere. Air in chamber 156 will be exhausted and the pressure in chamber 157 will move the plunger 155 and open the quick-release and emergency valve 59. Emergency reservoir air will flow into chamber 157 and then through passage 158 into the main slide valve chainber 1. The main slide valve, in moving to emergency position, uncovers port 196, which port leads directly into cavity 54 so that emergency reservoir and auxiliary reservoir will equalize. Port 53 is connected by port and passage 197 to a port 198 and this latter port is connected by passage 199 to a chamber 200 so that the combined emergency and auxiliary reservoir air will flow from the cavity 54 into chamber 200. Above the chamber 200 is a small chamber 201 and in said chamber is arranged a check valve 202 .which seats toward the chamber 200, a light spring holding said check valve to its seat. Chamber 201 is connected by a passage 203 to the brake cylinder passage 103. Emergency reservoir air will therefore ow from chamber 200 past check valve 202 and through passages 203 and 103 to the brake cylinder.

Port 198 is connected by a passage 204 to the passage 149. Passage 149 is connected by a passage 205 to a chamber 206 below the check valve 179, so that emergency reservoir air will flow to said chamber 206 and close the valve 179.A This will prevent further flow of auxiliary reservoir air to the charnber 187. .In the passage 204 is a restriction plug to limit the flow of air to the ,chamber 206. Emergency reservoir air will flow from passage 204 through passage 149 to the pilot valve, but this will have no effect upon the operation of the control valve. The piston 188 is formed with a small leak port 207 to permit the air in chamber 187 to leak to atmosphere. When this pressure has been suliciently reduced the spring 189 will force the piston inwardly and thereby permit the vent valve 192 to close. Valve 202 will close when the emergency reservoir air has equalized into the brake cylinder.

In the emergency position of the main slide valve port 130 will connect port 127 to atmospheric port 131. This will vent chamber 123 to atmosphere so that the main brake cylinder release valve 113 will be held to its seat to close the main brake cylinder exhaust port.

Then the main slide valve moves to emergency position the air in chambers and 82 of the service feed valve will be trapped therein; ports 64 and 84 are closed and there will be no movement of the service feed valve. If the control valve is o erating in quick release the service feed va ve will remain closed. release the service feed valve will remain open. However, as the pilot valve will not move to service position in the emergency operation, the service reservoir air will not be used in emergency applications but will be sealed and held in the service reservoir.

As hereinbefore pointed out, emergency reservoir air may flow from the emergency reservoir E through passage 47 past check valve 56 and through passage 57 to chamber 58.

Release after emergency application.

A. release after an emergency application is effected in the usual manner by increasing the brake pipe pressure. An increase in brake pipe pressure in chamber 22 will re\ sult in a corresponding increase in pressure in chamber 1 on the'outer side of the piston 12. lVlien the pressure in chamber 1, plus the energy exerted by the spring 16, is sullicient to overcome the opposing pressure in chamber 1, the main slide valve will be moved back to its normal position thereby uncovering port 23" and connecting passage 158 to chamber 1a. The increasing brake pipe pressure will now flow into chamber 1 and will force the piston 2 and the supplemental slide valve to release and charging position, whereupon the recharging ot' the reservoir will take place as hereinbefore described and the brake cylinder pressure will be released to atmosphere. When the main and supplemental slide valves are in release position the passage 205 will be connected to atmospheric port 153l through port 150 which leads into port 151. At thistime port 151 is connected to port 153 through restricted port 151a which is in communication through port 152 with the atmospheric If it is operating in graduated port 153. This permits the chamber 206l to blow down to atmosphere thereby ensuring the unseating of valve 179.

lVhen the control valve is operating in quick release the movement of the main and supplemental slide valves to release and recharging position admits brake pipe air from the release-governing valve chamber 29 into the chamber 123, thereby forcing the piston 122 to open the main brake cylinder release valve 113 as hereinbefore described. The chamber 200 under the valve 202 will be vented to atmosphere through the connected ports and passages leading to atmospheric port 153, thereby ensuring the seating of the valve 202.

What I claim is 1. In an air brake apparatus,a brake pipe an emergency reservoir, an auxiliary reservoir, a service reservoir, a control valve comprising` a slide valve chamber, a slide valve therein, a piston connected to said valve, means to permit brake ipe presssure to operate on one side of sai piston, means to permit auxiliary reservoir pressure to operate on the othercside of said piston, a pilot valve subject to brake pipe, brake cylinder and emergency reservoir pressures, a normally closed service feed valve interposed between the service reservoir and the pilot valve, and an equalizing valve subject to brake ipe and brake cylinder pressures and contro ling communication between the brake pipe and the brake pipe chamber of the pilot valve.

2.111 an air brake apparatus, a brake pipe, an emergency reservoir, an auxiliary reservoir, a service reservoir, a control valve comprising a slide valve chamber, a slide valve therein, a piston connected to said valve, means to permit brake pipe pressure to operate on one side of said piston, means to permit auxiliary reservoir pressure to operate on the other side ofpsaid piston, a pilot valve subject to brake pipe,y brake cylinder and emergency reservoir pressures, a normally closed service feed valve interposed between the service reservoir and the pilot valve, means adapted to operate when the slide valve is in service position to open the service feed valve, and means whereby the pilot valve in service position will connect the service reservoir to the brake cylinder.

3. In an air brake apparatus, a brake pipe, an ei'nergency reservoir, an auxiliary reservoir, a service reservoir, a control valve comprising aslide valve chamber, a slide valve therein, a piston connected to said valve, means to permit brake pipe pressure to operate on one side of said piston, means to permit auxiliary reservoir pressure to, o )erate on the other side of said piston, a pilot valve subject to brake pipe, brake cylinder and emergency reservoir pressures, a normally closed service feed valve interposed between the service reservoir and the pilot valve, means adapted to operate when the slide valve is in service position to open the service feed valve, and means whereby the pilot valve in service position will conneet the service reservoir and the brake pipe to the brake cylinder.

4. In an air brake apparatus, a brake pipe, an emergency reservoir, an auxiliary reservoir, a service reservoir, a control valve comprising a slide ,valve chamber, a slide valve therein, a piston connected to said valve, means to permit brake pipe pressure to operate on one side of said piston, means -to permit auxiliary reservoir pressure to operate on the other side of said piston, a pilot valve subject to brake pipe, brake cylinder and emergency reservoir pressures, a normally closed service feedy valve interposed between the service reservoir and the ailot valve, means adapted to operate when the slide valve is in service position to open the service feed valve, means whereby the pilot valve in service posit-ion will connect the service reservoir to the brake cylinder, and means voperating when the slide valve returns to release position to close said service feed valve.

5. In an air brake apparatus, a brake pipe, an auxiliary reservoir, a service reser voir, a control valve comprising a slide valve chamber, a slide valve therein, a piston connected to said valve, a pilot valve subject to brake pipe and brake cylinder pressures, a normally closed service feed valve interposed between tlie service reservoir and the pilot valve, and an equalizing valve subject to brake pipe and brake cylinder pressures and controlling communicationbetween the brake pipe and the brake pipe chamber of the pilot valve.

6. In an air brake apparatus, a brake pipe, a service reservoir, a control valve comprising a slide valve chamber, a slide valve therein, a piston connected to said valve, a pilot valve subject to break pipe and brake cylinder pressures, a normally closed service feed valve interposed between the service reservoir and the pilot valve, means adapted to operate when the slide valve is in service position to open the servie feed valve, and means whereby the pilot valve in service position will connect the service reservoir to the brake cylinder.

7.111 an air brake apparatus, a brake pipe, a service reservoir, a control valve comprising a slide valve chamber, a slide valve therein, a piston connected to said valve, a pilot valve subject to brakey pipe and brake cylinder pressures, a normally closed service feed valve interposed between the service reservoir and the pilot valve, means adapted to operate when the slide valve is in service position to open the service feed valve, and means whereby the pilot valve in service position will connect the service reservoir and the brake pipe to the brake cylinder.

8. In an air brake apparatus, a brake pipe, a service reservoir, a control valve comprising a slide valve chamber, a slide valve therein, a piston connected to said valve, a pilot valve subject to brake pipe and brake cylinder pressures, a normally closed service feed valve interposed between the service reservoir and the pilot valve, means adapted to operate when the slide valve is in service position to open the service feed valve, means whereby the pilot valve. in service position will connect the service reservoir to the brake cylinder, and means operating when the slide valve returns to release position to close said service feed valve.

9. ln an air brake apparatus, a brake pipe, a service reservoir, a control valve comprising a slide valve chamber, a slide valve therein, a piston connected to said valve a pilot valve subject to brake pipe and brake cylinder pressures, a normally closed service feed valve interposed between the 'service reservoir and the pilot valve, means adapted to operate when the slide valve is in service position to open the service feed valve, and means whereby the pilot valve in service position will connect the service reservoir to the brake cylinder and to the brake cylinder chamber of the pilot valve.

10. lln an air brake apparatus, a brake pipe, a service reservoir, a control valve comprising a slide valve chamber, a slide valve therein, a piston connected t-o said valve, a pilot valve subject to brake pipe and brake cylinder pressures, a normally closed service feed valve interposed between the service reservoir and the pilot valve, means adapted to operate when the slide valve is in service position to o en the service feed valve, and means where y the pilot valve in service position will connect the service reservoir and the brake pipe to the brake cylinder' and to the brake cylinder chamber of the pilot valve.

ll. ln an air brake apparatus, a brake pipe, a service reservoir, control valve comprising a slide valve chamber, slide valve therein having a service position andy a service lap position, a piston connected to said valve a pilot valve subjectX to brake pipe and lo mally closed Service feed valve interposed between the service reservoir andthe pilot valve, means adapted to operatewhcn the slide valve is in service position and in service lap position to open the service feed valve, and means whereby the pilot valve service position will connect the service reservoir to the cylinder. c

l2. En an air brake apparatus, a brake pipe, a service reservoir, an emergency reservoir, a control valve comprising a main slide valve chamber, a main slide valve therein and movable to emergency position, a suprake c linder pressures a nor Leonesa plemental slide valve superposed on the main slide valve and movable to service position, a main actuatinv piston connected to thc supplemental slide valve, a pilot valve subject to brake pipe and brake cylinderpressures, a normally closed service feed valve interposed between the service reservoir and the pilot valve, means adapted to operate when the supplemental slide valve is iu service position to open the service feed valve., means whereby the pilot valve in service position will connect the service reservoir to the brake cylinder, and means whereby when the main slide valve is in emergency position the service'feed valve will be held closed to seal the service reservoir and the emergency reservoir will be connected to the brake cylinder.

13. ln an air brake apparatus, a brake pipe, an emergency reservoir, an auxiliary reservoir, a service reservoir, a control valve comprising a slide valve chamber, a slide valve therein, a piston connected to said valve, means to permit brake pipe pressure to operate on one side of said piston, means to permit auxiliary reservoir pressure to operate on the other side of said piston, a pilot valve subject to brake pipe, brake cyl inderand emergency reservoir pressures, a normally closed service feed valve interposed between the service reservoir and the pilot valve, an equalizing valve subject to rake pipe'v and brake cylinder pressures and controlling communication between the brake pipe and the brake pipe chamber of the pilot valve, and means whereby the equalizing valve will' be moved to cut-ott communication between the brake pipe and the brake pipe chamber of the pilot valve when the brake pipe and brake cylinder pressures are equal.

-14. ln an' air brake apparatus, a brake pipe, service reservoir, a control valve comprising a slide valve chamber, a slide valve therein, a piston connected to said valve, a pilot valve subject to brake pipe and brake cylinder pressures, an equalizing valve subject to brake pipe and brake cylinder pressures and controlling communication between the brake pipe and the brake pipe chamber of the pilot valve, and means hereby the equalizing valve will be moved cut-off communication between the brake pipe and the brake pipe chamber of the pilot valve when the brake pipc and brake cyl inder pressures are equal.

l5. ln an air brake apparatus, a brake pipe, a service reserf'oir, a control valve comprisingr a. slide valve chamber, a slide valve 'therein having; a. service position and a service lap position, a piston connected to said valve, a pil-ot valve subject to brake pipe and brake cylinder pressures, a normal ly closed service feed valve interposed between the service reservoir and the pilot llO 

